Improved kaileoad switch



. geirrt 151,5 33mm @frita THOMAS FOGG, OF DETROIT, MICHIGAN Letters Patent No. 70,187, dated October 29, 1867.

IMPROVED RAILROAD SWITCH.

j TO ALL WIzIOMy IT MAY CONCERN:

Be it known that I, THOMAS FOGG, of Detroit, in the county of Wayne, and State of Michigan, have invented a new and improved Railroad Switch, and that the following description, taken in connection with the accompanying drawings, hereinafter referred to, forms a full and exact specification of the saine, wherein I have set forth vthe nature and principles of my said improvements, by which my invention may be distinguished from all others of a similar class, together with such parts as I claim and desire to have secured to me by Letters Patent.

This invention relates to a new and improved railroad switch, and has for its objectthc prevention of accidents, which'not unfrequeutly occur in consequence of the negligence of switchmen in failing to readjust the switch after moving it out of line with the main track, and in line with a branch track or siding, for a train to pass from the main track upon the branch or siding, and vice versc. In the accompanying sheet of drawings-u Figure l is a plan ortop view of my invention.

Figure 2 a transverse vertical section ofthe same, 'taken in the line a: x, g. -1.

Similar letters of reference indicate like parts.

A A A A represent the rails of a'main track, apd B B the rails of a branch track or siding. The switch is composed of three rails, G D E, at each side, which are nearly or quite parallel with cach other, and which are pivotcd at one end, as shown at a, or securedltc thc 'tie F in such a manner that they may work from acentre, the opposite ends ot' the switch-rails being secured on a slidejbar, G, which is moved by a crank, I), at the lower end of a vertical shaft or arbor, II, shown clearly in iig. 2. The rails A A of the main track adjoim ing the pivoted end of the switch are curved slightly in a longitudinal directiontand said rails A are in line with the outer rails C of the switch, while tongues I J are in line withV the .rails D E of the switch, as shown clearly in fig. 1. VThe tongues I are rigid, and also the tongues J, which are longer than I, and are in contact with guard-rails K K, the attenuated ends of the tongues'I being in contact with the rails A.r The rails lA are allowed to give or yield laterally, and they have rods c attached, which pass through thcitengues J andguardrails K, and are connected to springs L, as shown clearly in fig. l. The switclrrails C D E are secured at the proper distance apart, and prevented from being casually displaced `by keys d, inserted between them, and rods or bolts c passing lt'nron,f ;h;thc keys and switch-rails, or through the latter alone. l

The operation is as follows: When thc central switch-rails D D are in line with the main rails A A, a train may pass along on the main track in either direction, the wheels of the cars, when moving in one direction, passing over the short tongues I I upon the rails A A, and, when moving in the opposite direction, passing from said tongues upon the switch-rails D When theswitch is adjusted so that the rails D D will be in line with the 'siding or branch track B B, the cars will pass from the latter upon the vrails A A in the same manner. In case the switch be carelessly left with its central rails D D in line with the siding or branch track, and a train be moving on the main'track in the direction indicated by arrow 1, the wheels of the train will pass upon thc rails C E, the lef`t-hand wheels passing from the switch-rail Eupen the long tongue J in line with it, the ilanges of the wheels passing between J and the opposite guard-rail K, while the right-hand wheels pass from the rail C upon-the right-hand rail A', the ianges of said wheels passing between the short tongue I and said rail A. ,The flanges of the left-hand wheels press the long` tongue J laterally, so that said wheels will bc directed on the left-hand rail A, the right-hand rail A yielding or giving, so as to admit of'the flanges of the right-hand wheels passing between I and A', -thc spring L of said rail bringing it back after ianges of the wheels have passed betwcenl and A. In the event of a train passing from the branch track upon the switch, when the latter has its central rails D D in line with the rails AV of the main track, the wheels of said train will pass upon the rail C atone side of the switch, and" upon the rail E at the opposite s ide, the right-hand wheels .of the train passing from the switch-rail upon the Iong tongue Jin line with it, the iianges of said wheel passing between AJ and the adjoining guard-rail K, and in contact with the adjoining main rail A, while the lcft-hand wheels pass direct from the switch-rail Cr', when the short tongue I is in line with it, the `langes of said wheels pressing the left-hand rail A outward so as to prevent any undue friction in the passage of the flanges between IY and A', the spring Lpot` said rail bringing it back afterthe flanges have passed between I and A. The rails A are curved, so that their ends at the pivoted end of the switch will be sufficiently far apart to admit of the application of the tongues I J. Thus it will be seen that the aecidentswhich not unfrequontly occur through the negligence of switchmen will be avoided, und by n very simple ineens. The invention has been practically tested, and has been found to operate weil.

Having thus described my invention, I claim as new, und desire to secure by Letters Patent- The switch, composed of the three rails C D E at each side, in connection with the rigid tongues I J, yielding main rails A Af, und gunrd-rnils-K, nil arranged to operate in the manner substantially as and for the purpose set forth.

I further claim the combination of the springs with the rails A A', when the latter are used in connection with'the tongues I J and the switch, lsubstantially as and for the purpose specified.

THOMAS FOGG.

Witnesses: y

JAMES LOVE,

EDWARD BEAN. 

